Car construction



(No Model.) 4Sheets-Sheet1 G. L. HARVEY.

OAR CONSTRUCTION. No. 432,276. Patented July 15,1890.

4 Sheets-8heet 2.

(No Model.)

G. L. HARVEY.

OAR CONSTRUCTION.

No. 432,276. Patented July 15, 1890.

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(No Model.) 1 4 Sheets-Sheet 3'.

G. L. HARVEY. CAR con TTTTTTTT N.

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G. L. HARVEY.

GAR CONSTRUCTION.

No. 432,276. Patented. July 15, 1890.

NITED STATES,

GEORGE L. HARVEY, OF CHICAGO, ILLINOIS.

CAR CONSTRUCTION.

SPECIFICATION forming part of Letters Patent No. 432,276, dated July 15,1890. Application filed April 3, 1890- Sen'al No. 346,399. (No model.)

nois, have invented certain new and useful Improvements'in CarConstructions, of which the following is a specification.

My invention relates to certain novel features in the construction ofrailway-ears.

My improvement-s relate more particularly to means for bracingear-frames transversely by the tie-rods extending diagonally from thefloor to the side walls and from the walls to the car-roof; also, to anovel construction of the standards so as to secure a well-braced andstrong frame, and yet not so heavy as to be expensive in construction ortransporta tion, and which shall be so anchored to the floor-sills as towithstand endwise shock with out being raised from the sills; also, to acertain novel construction of a metallic frame for the windows or otheropenings in the car, and to provisions for supporting the non-eonductingfilling or lining by which thewalls of the cars are insulated.

In the accompanying drawings I have shown my invention embodied in asleepingcar; but it is applicable as well to other kinds of cars.

Figure 1 is a perspective view of a sleeping car. Fig. 2 is a transversesectional elevation thereof. Fig. 3 shows two forms of composite beamshaving wooden stringersto receive the floor-fastenings. Fig. 4 is adetail view, in perspective, of the side wall of the car at theconnection of two of the diagonal bracing-rods. Fig. 5 is a perspectiveview of an end sill,

showing the manner of securing the side sills thereto. Fig. 6 is aninterior perspective at the window-opening, and particularly designed toshow the braces for the standards, the means for securing a section ofwall below the Window in place, and a stringer on the side wall forsecuring the floor. a perspective of the section of side wall below thewindow. Fig.8 is a broken perspective of one of the standards. teriorelevation of the side wall of the car, intended particularly to show themeans for supporting the non-conducting filling or lining and diagonalbraces for the wallsections Fig. 7 is Fig. 9 is an inbelow the window.Fig. 10 is a sectional plan view below the line 10 10 of Fig. 9.

In the preferred construction I employ for the side sills of the carmetallic channel-beams A,which willinclose, by preference, the woodenfilling B, and be secured with the open sides of the channel-beamsdownwardly. At the ends of the car these beams will be secured withsuitable end sills, preferably U-beams C, the flanges whereof projectoutwardly. The intermediate floor-sills may be composite I-bean1s,suehas shown in Fig. 2, or of the modified constructions illustrated in Fig.3. In each case the I-beam is marked D, and, as shown in Fig. 2, theflanges thereof (marked d) are formed by plain an gle-bars, while in theform shown in Fig.3 the horizontal members of these angle-bars extendout a sufficient distance to furnish a bearin g for a wooden stringer E,and in one of the constructions an upturned flange (1' embraces thesides of the stringer. In both of the modified forms of constructionshown in Fig. 3 the wooden stringer may be secured to the flange membersby woodscrews. Referring particularly to Fig. 5, the ends of theseI-beams have their webs bent at right angles to their body to form abracing-foot, whichis welded or riveted to the web of the end sill,while the anglc-barshave one member cut away and the other extended tooverlap the flange of the channel-beam of the end sill, to which theywill be secured by welding or riveting. The end flange of the side sillswill also be preferably slitted at its junction with the web, and thefreed portion bent to an angle, so as to be secured flatwise upon theinner side of the web of the end sill, as shown by the dotted lines atthe left of Fig. 5. On the inner faces of the side sills a Z-bar F issecured, one of whose flanges will be secured by welding or riveting oneof its flanges to the face of the side sill, and its other flange willthus be adapted to'reeeive a wooden stringer F to provide for fastenihgthe floor. The standards are metal beams, U-shaped in cross-section, andare marked G. At the foot of the standards the flanges thereof areturned inwardly, leaving the web secured thereto, while the inturnedportions g may be welded or riveted to the sill. By this form ofconstruction I am enabled to make a metallic car of light weight, andyet secure great strength and prevent the strip ping of the body of thecar from the floorframe, which is quite likely to happen with cars ofthe ordinary construction when in collision, the weight of thesuperstructure and the momentum of the car tending to separate theframework at this point. These standards may be extended from side toside of the car, being arched, as shown particularly in Fig. 2, to formthe deck-fran1es. To strengthen these laterally, I employ the diagonalbraces II, which are welded to the flanges of the standards. Thesestandards may of course be constructed in two or more pieces;

but to secure rigidity I prefer the integral.

construction shown and described. By the employment of the U-shapedstandards and intermediate panel-sections I am enabled to utilize theweb of the standard as a part of the exterior wall of the car, while theflanges serve to brace the structure and afford means forsecuringthepanels; but the panelsmayconsist of plates with unbent margins, andthese margins may overlap the web of the standard and be securedthereto. Both forms are shown in Fig. 10.

I, Fig. 2, represents a beam secured to the standards in a longitudinalposition above the window-line to tie the upper part of the frametogether and furnish a plate and also a letter-board.

In sleeping-cars or passenger-coaches of modern construction the sidesof the car have the windows so placed as to provide narrow panels onlybetween the sash, and consequently the side walls of the car are chieflycomposed of windows, panels, and short sec tions above and below thewindows.

In Fig. 7 of the drawings I have shown a metal plate which is adapted tobe secured between the side sill of the car and the window-sash, and itconsists of a metal panel having three flanged marginal edges. The bodyportion of this panel is marked J in the drawings, the side flangesthereof J, and the top flange is marked J". The lower edge of the bodyportion will be adapted to pass down on the outside of the side sillsand be riveted or welded thereto. The lower ends of the side flanges Jare bent, as shown at j, to adapt them to be welded to the tops of theside sills, and the top flange J is joined to the body portion so as toform the apron, stool and sill.

In Fig. 9 an interior view of the frame-work is given, showing on theinner side of the panels J longitudinal strips K, which may be of tinand brazed to the iron and adapted to support a non-conducting fillingor liningsuch as asbestusand prevent its packing. Diagonal braces L givelateral strength to the panels and serve also to brace the frame.

In Fig. 10 provision is shown for securing a wooden stringer with themetal standards to receive the inside finish. In this figure the flangesof the standards and panels are offset toward their outer margins toembrace the wooden stringer M.

By referring to Fig. 11 of the drawings the manner of securing thewindow-frame in place will be understood. I prefer to employ a T-beam N,whose web lies flat against the flange of the standards, and one ofwhose flanges n is welded to the web of the stand ard. \Vhere a narrowwindow is used, a panel will be employed to support the windowframe, andthis panel will be secured with the T-beam. The window-jamb will then besecured at one of its margins to the inside finish and to the web of the-beam by screws, while its outer side will be confined by the otherofthe flanges n of the T-beam,the head of said beam covering the joint andforming a neat finish andoutside casing.

The structural features above described f u rnish a strong frame and onewhich possesses greater strength than is furnished by the commonconstruction of car, either wooden or metal; but in order to provide acar which shall be practically indestructible from collision or by shockfrom overturning or derailment I anchor the floor, side sills, and roofstructure together substantially as follows:

Referring to Figs. 2 and 4, P represent bracing-rods arranged toconnectthe floor and the side walls and the side walls with the roofstructure. As shown, the lower braces have their lower ends secured onopposite sides of the longitudinal center lineof thecar by means of nuts1), and beveled washers 99', through which the braces pa ss, rest in thean gle formed by the floor-sill and floor. The upper ends of these rodsmay terminate in eyes, and the lower ends of the upper rods may besimilarly formed and a transverse bolt P passed through the flanges ofthe standards and through the eyes, thus tying the side walls and thefloor structure together. The upper ends of the upper bracing-rods aresimilarly secured--say at the angle of the upper deck with the maindeck-and their upper ends will be joined together by the tie-rods Q,which may have the central turn-buckles q. I prefer to employ a seriesof parallel sets of bracing-rods and so place them that the lower oneswill project between the backs of the seats R, forming the berth ends ina sleeping-car, or along the backs of the seats in an ordinarypassenger-coach, and the vertical partitions 9 over the backs of theseats may be two in number and spaced a sulficient distance apart topermit of the passage of the upper bracingrods between them. Theupperbracing-rods maybe entirely concealed without taking up any spaceavailable for other uses. The tierods Q will, as shown, extend acrossthe central space between the vertical walls of the upper deck, and theymaybe utilized for the support of coat and hat hooks or for thebracing-rod for lamps, and their presence therefore willnotbeobjectionable. Ofcourse,instead of extending the upper rods only to thejunction of the two decks, they may be extendedto the top of the upperdeck and there secured together by atie-rod-such as Q-orby having theirupper ends directly connected. These bracing-rods are so constructed asto stand tension as well as compression, and therefore they serveboth asties and struts. I prefor to make them of T or X iron. In end collisionsthe destructive shocks are those which tend to separate or spread theside sills of the car. IVhen cars are derailed, the destruction results,generally, from the collapse of the side walls. Now a car with thissystem of bracing, which I have shown and described, will have its wallsso anchored together that the danger of collapse from these causes willbe very greatly reduced, if not entirely averted.

The roof of the upper deck I prefer to construct from sheet metal, theside margins of the sheets projecting beyond the vertical plane of theside walls of the upper deck, and this roof-covering I secure to theframe-work by welding. In Fig. 2 of the drawings S represent theroofplates, and the edges 8 thereof form the cornices.

I claim 7 1. The combination, with the frame of a car, of diagonalbracing-rods for the car-body secured with the floor-timbers, the sidesand the roof structure in planes parallel to the car ends, substantiallyas described.

2. The combination, with a car-frame, of bracing-rods having their lowerends secured to the floor-timbers toward the longitudinal central linethereof outwardly and upwardly projected and connected to the sidewalls, and

o bracing-rods connected with said side walls and projected inwardly andupwardly and connected to the roof structure, substantially 1 asdescribed.

3. In car construction, the combination, .5 with the frame thereof, ofbracing-rods secured at their lower ends to the floor toward l thelongitudinal central line thereof and proj ected outwardly and upwardlyand connected with the standards of the car, and bracingrods havingtheir lower ends secured with the upper ends of the first and projectedupwardly from opposite sides of the car and secured to 1 the roofstructure at the decleline, and tierods connecting the upper braces,substan- 5 tially as described.

4-. In car construction, the combination, with the frame thereof, oflower bracing-rods connected with the floor between the sides of the carand with said sides above the floor, and 0 an upperset of bracing-rodsconnected at their lower ends with the sides and at their upper endswith the roof, and tierods connecting the upper bracing-rods andextended across the upper deck-space and having a turnbuckle providedtherein, substantially as described.

5. In car construction, the combination, with the side sills thereof, ofmetallic standards, U-shaped in cross-section, having their flanges atthe foot of the standard inturned and secured to the top of the sidesill and their webs projecting along the vertical face of the sill andsecured thereto, substantially as described. I

6. In car construction, the combination, with the side sills thereof, ofmetallic standards, U-shaped in cross-section, having their flanges atthe foot of the standard inturned and secured to the top of the sidesill and their webs projecting along the vertical face of the sill andsecured thereto, and diagonal'braces extending between. the flangesabove the sill, substantially as described.

7. In car construction, the combination, with metallic panelwall-sections, of a metallic strip or strips projecting horizontallyfrom the body of the panel, whereby to support an insulating'material,substantially as described.

8. In car construction, the combination, in the frame-work of metallicstandards spaced to provide window-openings, of a flanged beam or platesecured to said standards above the window-openings and adapted toprovide a longitudinal brace for said standards, and a letter-board,substantially as described.

9. In car construction, the combination, with a metallic frame-work forthe upper deck, of a roof-covering for said deck structure, consistingof metal plates welded or welded and riveted to the frame-work andprojecting at its edges to provide a cornice, substantially asdescribed.

10. A car having a portion of its exterior wall formed by the face of aflanged metallic standard, and intermediate panels or sections havingtheir margins secured to said standards, substantially as described.

11. In a car-body having openings therein for windows or doors, anangle-bar having its web secured with the wall or body of the car aroundsaid openings and having a flange or head to cover the joint,substantially as and for the purpose described.

12. In a car-body having openings therein for windows or doors, thecombination, with a frame around said openings, of an an gle-bar havingits web secured with said frame and the wall or body of the car andhaving a flanged head to cover the joint betweenthe lrVitnesscs:

FREDERICK O. Goonvvnv, O. C. LINTHICUM.

